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Truck Industry 2020: The Future Is Global: Norbert Dressler, Jochen Gleisberg
Truck Industry 2020: The Future Is Global: Norbert Dressler, Jochen Gleisberg
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Contents
Executive summary
1. Introduction
1.1 Trucks at the crossroads
1.2 Methodology, sources and segmentation
1.3 Macroeconomic background and the current crisis
1.4 Fundamental drivers of change in the truck industry
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Case study:
The Indian truck market Downsized engines, upsized profits
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International offices
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Executive summary
Having motored ahead with forceful growth for many years, the truck
industry was visibly slackening the pace before the world's financial markets
hit the skids. When this turmoil developed into a fully-fledged economic
crisis, the industry shifted into reverse.
"Truck industry 2020: The future is global" examines the current changes
in the industry landscape, explores the influences that are driving them
including the current macroeconomic context and other, more fundamental
factors and looks at where the industry is likely to be in 2020. Based
on interviews with more than 50 top executives from truck OEMs and
suppliers serving key markets in all the world's major truck regions, it also
asks what manufacturers should and must do now to prepare themselves
for the challenges of tomorrow.
Faced with rising fuel prices, stricter environmental legislation and
generally saturated markets, OEMs in the triad markets are having to
contend with flat or shrinking demand at home. To compensate, they are
turning their attention to emerging markets (especially the BRIC countries)
that are still experiencing buoyant growth, or that are recovering faster from
the financial crisis. For their part, manufacturers based in emerging markets
are themselves looking to expand into foreign markets mostly into other
emerging countries, but in some cases into triad regions too.
The truck market as a whole, then, is globalizing rapidly; and this statement applies not only to OEMs, but also to customers. The key criteria that
influence purchase decisions are becoming more and more alike in different
regions. As a result, OEMs can develop a single, common concept to serve
the various segments across different regions. This approach generates
additional potential for globalization in the truest sense of the word.
The key question for OEMs in either region is how best to exploit their
own strengths and existing market opportunities, weigh up the relevant
risks and benefits, avoid potential pitfalls, and so turn globalization to
their own advantage.
We examine the obvious differences that exist between the triad and
emerging markets on the one hand, and between the world's premium,
budget and low-cost segments on the other. In doing so, we find that OEMs
moving in either direction must take account of these differences and their
gradual convergence across segments in order to successfully implement
their globalization strategies.
1. Introduction
1.1 Trucks at the crossroads
In terms of growth, trucks have for many years represented one of the most
important sectors of the automotive industry. After years of positive market
development, however, the sector today finds itself in a downturn. With the
threat of still harder times ahead, the whole industry is in a state of flux.
Established OEMs in the triad markets Western Europe, North America
and Japan are facing increasing pressure. Rising fuel prices, stricter
controls on exhaust emissions and general saturation levels were already
beginning to flatten their home markets. Now, the economic downturn
triggered by last year's financial crisis has compounded the gloom.
In recent years, the natural response of these OEMs has been to intensify
their focus on emerging countries where growth generally remains unbroken especially China and Brazil. This in turn is putting pressure on
local truck manufacturers in developing markets, who are having to defend
their turf against incursions from triad OEMs. Nor is the expansionary urge
entirely one-sided: Several local manufacturers in emerging markets are
themselves now looking to expand into foreign markets.
In short, the truck industry is moving more and more toward globalization.
In so doing, it is following in the tracks of the passenger car sector, which
underwent a similar reshaping in the late 1990s. Increasingly, truck manufacturers like the producers of passenger vehicles before them are
setting their sights on global markets.
As things stand, the established triad market OEMs are still in the driver's
seat and are best placed to reshape the industry. The seemingly irresistible
rise of emerging market manufacturers is quickly eroding their lead,
however. Aware of the dangers, most established triad market OEMs
have already entered emerging markets and are trying, by various ways
and means, to enlarge their footprint there. They face country-specific
legal restrictions and distinct customer requirements. Though we expect
a general shift in segment development, low-cost trucks seem at the
moment to be the key to those markets. Successfully targeting the low-cost
segment requires a highly specialized business model, however. For their
part, emerging market manufacturers are driven by the need for new
technology. Accordingly, they are striving to forge partnerships with triad
market OEMs a fact reflected by the increasing number of joint ventures
in emerging markets.
Our new study "Truck industry 2020: The future is global" examines the
current changes in the industry landscape, explores the influences that are
driving these changes and looks at where the industry is likely to be in 2020.
Crucially, it asks what OEMs should and must do now to prepare themselves
for the challenges of tomorrow.
1.2 Methodology, sources and segmentation
The new study is based on extensive research into the truck industry conducted in fall 2008/winter 2009. During this period, we interviewed more
than 50 top executives from truck OEMs and suppliers serving key markets
in all the world's major truck regions. These structured, two-hour interviews were based on extensive questionnaires that enabled us to conduct
an exhaustive qualitative analysis of the data collected. The companies
surveyed in the course of our study together account for about 50% of
the world's truck market (see Figure 1).
The input from these interviews was then collated and analyzed in
light of our own in-depth investigation of the markets. To validate the
data and enable practical conclusions and recommendations to be drawn
from our analysis, we segmented the truck market on a variety of levels.
We performed a comparative analysis of the truck sectors in both the
established triad markets and the world's emerging markets. We also
distinguished between three main market segments, which we have
termed the premium, budget and low-cost segments.
The current downturn, coupled with the historic trend in sales in Western
Europe and the US, is clearly reflected in the data for heavy-duty trucks
(see Figure 2).
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2.2 The rise and rise of emerging markets Strong growth even
in times of crisis
Emerging markets paint a different picture. Chinese and Indian OEMs have
consistently realized double-digit revenue growth since 2005. Nor is this
merely a short-term phenomenon: Increasing global transport volumes (such
as the 4.9% annual growth that is forecast for China through 2020), strong
economic expansion and developing road infrastructures will continue to
boost demand for trucks for many years to come.
In 2007, the markets for commercial vehicles over six tons in Russia,
Brazil, China and India had a combined volume of approximately
1.2 million vehicles. According to Andreas Renschler, head of Daimler,
every second truck sold anywhere in the world is now sold in one of the
four BRIC markets. Clearly, the big players want a piece of this action.
And for Renschler, now is the time to act:
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"BRIC countries are a key element of the growth strategy of Daimler Trucks
and Daimler Buses. These markets grew by 120% in 2002 through 2007.
Daimler Trucks' sales in BRIC countries were up 29% in 2007 compared
to 2006 and up 34% year on year in the first half of 2008. In Brazil, and
indeed in South America as a whole, Daimler Trucks and Buses is already
the market leader. In India, we have established a joint venture with our
local partner Hero, while in China we are engaging in active negotiations
with Foton." Since this statement was made, Hero has withdrawn from
the said joint venture. Daimler has nevertheless decided to go ahead and
establish a production presence in India on its own. At the end of 2008,
Daimler also acquired a 10% stake in Russian truck OEM KAMAZ in order
to gain access to this fast-growing market.
The BRIC markets are expected to show ongoing growth in the years ahead.
Figure 4 shows how the trend has developed since 2005 and how we and
the top executives we interviewed for this study expect it to continue in
the period up to 2020. Scania, for example, plans to double the share of
revenue it generates outside its European home market from its current
level of 30% to 60% by 2020. Much of this projected growth will be
focused on the BRIC economies.
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Increasing globalization in the truck industry also brings a new risk for
established triad OEMs. A number of manufacturers from emerging countries have already entered, or are on the point of entering, more mature
markets such as Russia. Their aim is to take on established truck producers
in markets with potential for budget and premium trucks (see the discussion
of developments in individual segments below). Some examples of this
development are already visible: Indian manufacturer Tata now delivers
higher-end vehicles to South Korea and South Africa. AMW does the same
to South Korea. Moreover, both companies are considering further
international expansion.
The reshaping of the global landscape is still at an early stage. For the
time being, leading global OEMs remain in the driver's seat. However,
the challenge from their emerging market rivals is very real and growing.
Leading OEMs must move swiftly to find a path through the maze of
globalization. To do so, they need a clear understanding of what the
markets look like today and where they are headed. This is all the more
important in light of one important finding of our study: Some of the key
differences that exist at present are diminishing in importance. Both the
drivers of change and, in some cases, OEMs' responses to these changes
are leading to convergence in the world's truck markets.
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The segmentation of the market into very small trucks (under 3.5 tons) on
the one hand and large trucks (over 7.5 tons) on the other, with not much
in between, is attributable quite simply to local road and traffic conditions.
The huge infrastructure network known as the "Golden Quadrilateral"
connects India's four leading cities. The roads in this network are at least
of sufficient quality and safe enough to facilitate the professional transportation of goods in long-haul trucks. Road freight is carried from major ports
to the cities (and vice versa) along these routes. Agricultural products too
are transported from hinterland regions to India's cities and ports via this
infrastructure. Since 2002, this development, coupled with rampant
industrialization, has boosted sales of medium and heavy commercial
vehicles to compound annual growth rates (CAGRs) of up to 50%.
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The second mainstay of the Indian truck market is the small vehicle segment for inner-city transportation. In the past, this segment was occupied
primarily by the cheap three-wheeled rickshaws that could be seen, often
grossly overloaded, all over the subcontinent's city streets. In this segment,
local champion Tata has scored a remarkable success with its Tata Ace
remarkable above all because the Ace was priced 25% higher than the typical motorized rickshaws. Demand for a small inner-city truck that was still
only half as expensive as a typical commercial vehicle was strong. Tata also
cleverly marketed the vehicle only in white, so as to eliminate color changing time in the paint shop and thereby increase output. Although margins
for the vehicle were low, the volumes and corresponding economies of scale
made it highly profitable, allowing Tata to build a new plant in Northern
India to ramp up production to 250,000 units a year.
Broadly speaking, price levels in India are well below those in Europe. However, there is a measure of variation on price between local manufacturers'
brands, vehicles marketed by joint ventures run by local and triad OEMs,
and vehicles imported from triad manufacturers (see Figure 7). Indian
manufacturers are upgrading their trucks, moving away from the traditional
wooden cabins and high emissions to more professional, environmentally
friendly trucks. Conversely, OEMs from the triad regions are effectively
downgrading their trucks to provide simpler and more robust versions.
Given local road conditions and the fact that many commercial vehicles
are used in construction, robustness is a must-have feature on this market.
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Market drivers
India's general economic development, combined with large-scale infrastructure projects such as the Golden Quadrilateral, hydropower projects,
port development and mining projects, have driven strong growth in the
truck industry in the past. Even before the financial crisis struck, however,
a slowdown in demand for medium- and heavy-duty commercial vehicles
was foreseeable. Rising diesel prices and high interest rates pushed up
freight prices and thus eroded profit margins on transporters. As a result,
fleet customers postponed the purchase of new vehicles. Concurrently,
changes in the regulatory environment (including bans on HCVs within
some city boundaries at certain times) and innovative products (such as
the Tata Ace) have encouraged a discernible shift toward LCVs. The market
for medium- and heavy-duty trucks thus shrank by 6% even in 2007, when
India's economy was still expanding at 9% per annum. Now that the global
economic downturn too is making itself felt, stagnation or at best slow
growth can be expected in these segments.
On the other hand, the LCV market is benefiting handsomely. Changes in
legislation, the affordable initial investment and low operational costs for
these smaller vehicles is driving brisk demand, especially for trucks under
3.5 tons. This segment will also profit from the spread of urbanization and
increased cargo shipment possibilities.
Summary
It is hardly fair to call a market of 1.1 billion people a microcosm. For the
purposes of this study, however, this is precisely what India is: a microcosm
that reflects all the key developments currently taking place in the macrocosm of the world's rapidly globalizing truck industry. While international
players are targeting India with slimmed-down versions of their models for
specific usages, local manufacturers are building up their knowledge and
low-cost production capabilities to expand into other emerging countries
and even triad markets.
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> Quality: The survey points to a very similar, high level of expectations
regarding quality in both triad and emerging markets. While expectations
are slightly lower in emerging markets, quality appears to have become
a global standard already
> Robustness: Our respondents were very clear about the relative
importance of robustness, which is expected to remain more or
less unchanged in future
> Service networks: Views differ on the relative importance of service
networks for triad and emerging market OEMs. Manufacturers in both
regions agree that service networks play a vital role in the triad markets.
However, while emerging markets already attach great importance to
providing a strong service network in their home markets, triad OEMs
do not view this as a critical offering in developing offshore markets.
This finding highlights the difficulty for triad manufacturers of establishing service networks in emerging markets. Here again, however, the
differences of opinion tend to disappear in projections for 2020
> Captive maintenance/repair services: Perception of this issue is closely
tied to the importance of the service network. Triad-based manufacturers
currently consider handling repairs for their own installed base as very
important in emerging markets. However, the global consensus is that
the importance of captive maintenance and repair will wane by 2020
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> Financing: All our interviewees believed that the triad markets today set
much greater store by financing considerations than emerging markets.
This difference too evaporated in interviewees' perception of the market
in 2020
> Technology: Technology continues to be a differentiating feature between
triad and emerging markets. Whereas triad manufacturers compete on
technology, manufacturers in emerging markets must first master quality
and affordability. Once they do and it is expected that they will by
2020 they too will increasingly focus on technology
As we will see below, the changing importance of these factors significantly
affects the future development of the various segments. For example, as
TCO becomes a more important consideration in emerging markets, the
budget and premium segments will gain ground at the expense of the
low-cost segment.
To summarize, at present the differences between emerging and developed
markets are largely reflected in the relative strengths and weaknesses of
the companies they produce. On a whole range of issues, we still see clear
differentiation between triad and emerging market OEMs. However, these
differences will gradually disappear in the context of a globalizing truck
industry. For a comparatively brief interval, this fact gives triad OEMs an
opportunity to expand into new markets and exploit global synergies. As
markets converge and global standards gradually become established, customers in emerging countries will increasingly expect the same technical
features as their peers in the West. The ability of indigenous OEMs to
satisfy this demand will remain limited for some time to come.
3.3 Clearly delimited market segments
Our research leads us to split the global truck market into three major
segments: premium, budget and low-cost. The premium and low-cost
segments represent the upper and lower ends of the market. The budget
segment is the area in between trucks produced by established triad
OEMs specially adapted for emerging markets, with fewer electronic
features or a reduced comfort level in the vehicle, for example.
Figure 12 describes these three market segments in terms of relevant
legislation, product features and price.
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Example: What was to be Daimler's new joint venture with the Hero Group
will now be Daimler's stand-alone production facility on the ground in India.
This facility will develop a new range of low-cost commercial vehicles for the
Indian market.
Branding issues will always require careful consideration where strategic
options 1 or 2 are considered. One Chinese OEM succinctly encapsulated
the difficulty faced by triad OEMs: "Triad OEMs will not lower their product
positioning with their own brands. They will choose to cooperate with local
OEMs to enter the budget or low-cost segment."
3. Enter the emerging market in the low-cost (or lower budget) segment,
meeting current market requirements only.
Follow up by exporting the low-cost truck or a second brand to other
emerging markets. This is an extension of strategy 2.
Example: Once it has gained a foothold on India's low-cost market, the
Daimler enterprise mentioned above also plans to export the vehicles
produced in India to other emerging markets.
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It is the key factor that is currently shaping the development of the truck
industry. And it is what will drive the future strategic decisions of truck
manufacturers in both industrialized and emerging countries. Although
full convergence of the global markets is unlikely to occur within the
next decade, for the truck industry, the future is undeniably global.
4.3 Going global Final remarks
For the truck industry, the writing is on the wall. The responses gathered
by our study show that OEMs have, by and large, understood where the
industry is heading and the challenges that lie ahead of them. To address
these challenges, it is important to understand where OEMs stand today
and what strategic issues they must resolve. Furthermore, they must be
willing and able to adapt their business models.
First, however, they must respond to the challenges thrown out by
the financial and economic crises. The short-term implications of these
developments for OEMs include liquidity issues and capacity reduction.
Most OEMs, including some in emerging markets, have already implemented or announced plans to reduce capacity, lay off temporary workers
and take other such steps. Those manufacturers who take sufficiently
radical action now and show themselves to be highly flexible in terms
of workforce and inventory adjustments as well as overall cost reduction
will best master the capacity challenge.
While addressing these immediate and pressing concerns, however, manufacturers must not lose sight of their long-term strategic focus. As severe as
the current economic downturn is, it will be followed by a recovery three
to four years from now. Bearing in mind that future growth potential is
likely to be realized in the medium term, OEMs must prepare their business
now to exploit these upcoming opportunities. Consequently, truck OEMs
are well-advised to start defining cost-efficiency programs, reviewing their
product and brand portfolios, and clarifying their technology and R&D
priorities. Indeed, all this is only the point of departure. For many,
restructuring sales and service networks and initiating support programs
for strategically important suppliers, dealers and/or repair shops can be
equally important. OEMs should carefully consider investing in anti-cyclical
activities, such as diversifying their regional sales focus (especially with a
view to the BRIC markets), extending their value chain, introducing new
technology (hybrid technology, aftertreatment systems, lighter materials,
etc.) and stepping up aftermarket activities (by extending truck stores on
highways). At the same time, they can increase their long-term flexibility
by exploiting low-cost locations, optimizing their global footprint, making
their workforce more flexible, improving overhead efficiency and optimizing
engineering operations.
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The general business models operated by OEMs must be aligned with the
requirements of globalization. Effectively, however, some OEMs now find
themselves stuck in the middle between the two. As things stand, their
business models necessitate a huge global coordination effort but promise
to yield only limited synergies (see Figure 17).
Three elements of change in OEMs' business models stand out as the
most powerful tools to advance truck OEMs' globalization efforts:
Platform architectures
> As markets and segments increasingly converge, they must develop
a one-truck concept that is valid for many markets. The US market
is still seen as an exception by the interviewees
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Organization
> Collaboration between OEMs will increasingly be necessary to enable
market players to complement in-house technology with local market
expertise, say, as well as to help them cut costs
> A global truck concept demands a global organization. In other words,
engineering, purchasing and other key functions must be genuinely and
fully integrated around the world
> Resources can and must remain geographically distributed even where
they are unified on an organizational level. Resources might be physically
located in Japan, Europe and the NAFTA region, for example, but still
belong to the same organizational unit. Closer integration and the
exchange of staff are crucial in this context
At the same time, our interviewees indicated a clear regional focus in the
area of manufacturing. This indeed makes eminent sense as a way to combine the benefits of the aspects of globalization outlined above with local
preferences and requirements, specific content issues and varying legal
requirements.
Branding is a more complex issue, one that must be addressed very carefully
by every OEM that is committed to going global. The coordination between
parent and sub-brand is esssential for success. Brand platforms are necessary
to consistently position all brands across regions.
Brand extension and endorsement rules that are standardized and implemented systematically will help optimize business while clearly differentiating
brands and maximizing platform synergies (through batching, for example).
Service offerings must be coordinated within each group. In particular,
servicing different segments under one and the same brand will prove to
be a stiff challenge. As a general rule, brand organizations that want to meet
global requirements must become more professional and achieve a healthier
balance between central guidance and regional authority. This will also
impact component strategies.
Most components are already suited to multi-regional deployment. As
shown in Figure 19, the share of truly global components will nevertheless
increase significantly. This will happen mainly in relation to powertrains
(engines and transmissions) and electrical/electronic and software components. Regional differences will diminish more slowly for cab/body
and interior components.
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The road to globalization will not be an easy one, either for OEMs based
in the triad economies or for their peers in emerging markets. As this study
clearly shows, however, there is little alternative. It is therefore expedient
for manufacturers in the developed and the developing world to proceed
with caution, giving due attention to the many issues they will need to
resolve along the way, and calling on outside expertise as and when
necessary.
An example: Most major established triad OEMs have entered developing
markets with their own brands. To compete in all segments, they will
need new brands as well. And as every seasoned OEM knows, multibrand
strategies present their own unique challenges and must be extremely
well thought through.
For triad OEMs, moving into the low-cost segment of an emerging market
sounds and is an exciting prospect. Here too, however, a special business model is required. As we saw earlier, it is imperative to weigh the
associated risks very carefully indeed. Targeting new segments and new
regional markets while adapting one's business model at the same time
is no mean feat by anyone's standards.
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The business model that emerges should provide strategic solutions for
the particular product requirements of the sector in question. It should
also exploit low-cost sourcing, design and production. Above all, the OEMs
concerned must be aware that segment convergence will diminish the importance of this end of the market in the long term. The costs and benefits
should therefore be carefully weighed in advance.
Nor can all emerging markets be tackled in the same way. The Indian case
study reveals a number of peculiarities that must be accommodated if a
foreign OEM is to succeed on the subcontinent. At present, legal restrictions
too can still vary from country to country. Strict ownership regulations
prevail in China, for instance, and may therefore necessitate partnerships
with local manufacturers in order to penetrate this large and lucrative
market.
OEMs in emerging markets that are looking to penetrate triad markets must
likewise bear a number of important factors in mind. If they are to survive
(and thrive) in the sophisticated, quality-conscious triad markets, they will
need to find Western partners (OEMs, suppliers, etc.) and benefit from their
technology, production expertise and investment capital. Since only a few
such potential partners remain, time is clearly of the essence.
Geographical considerations too will necessarily influence the strategies
adopted by OEMs in emerging countries. Developments in those countries
in close proximity to triad markets follow a clear pattern. In the case of
Russia, international OEMs could enter the market early on with imported,
budget versions of their trucks, assembled in other low-cost countries
(Poland, Romania). Their rationale was to meet the market requirements,
establish an initial presence in the country and so create a basis for building
market share later on. Conversely, emerging markets further away from
triad markets will have to pursue different development trajectories in
line with their specific patterns of economic growth.
As triad OEMs scramble to expand eastward and their counterparts in
emerging countries prepare to go west, the truck market will become
irrevocably globalized. When the current crisis recedes, this globalized
market will hold out tremendous opportunities for those manufacturers that
move now actively and rigorously to position themselves for the future.
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Max Blanchet
is a Partner at Roland Berger Strategy Consultants in France, where he is in charge of the automotive
activities. He focuses on engineering, manufacturing and distribution topics. In fourteen years as
a management consultant, he has been involved in key issues of the automotive sector: strategy,
operations improvement (R&D, supply chain, purchasing, manufacturing) and corporate
performance (organization and SG&A optimization).
Alberto Fernandez
is a Senior Consultant in the Automotive Competence Center at Roland Berger Strategy Consultants
in Germany, where he focuses on commercial vehicles. In his seven years of automotive experience,
he has developed a deep knowledge of globalization and optimization of operations in the truck
industry (OEMs and suppliers) and alternative powertrains. He holds a Master's degree in Electrical
Engineering from the Universities of Oviedo (Spain) and Munich (Germany).
Frank Pietras
is a Consultant at Roland Berger Strategy Consultants in Germany. Within the Automotive
Competence Center; he focuses on the commercial vehicle, agricultural and construction vehicle
clusters. In his two years as an automotive consultant, he has deepened his automotive industry
experience in various OEM and OES projects. He holds a diploma in International Management
from Magdeburg University.
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Co-authors
Ralf Kalmbach
is a Partner at Roland Berger Strategy Consultants in Germany and co-leads the global Automotive
Industry Practice. In his nineteen years of consulting experience in the global automotive and
manufacturing industries, he has focused strongly on corporate strategies and business designs.
Kalmbach holds a Master's degree in Mechanical Engineering and Business Administration from
the University of Karlsruhe.
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Phone +49 89 9230-0
Fax +49 89 9230-8202
office_munich@rolandberger.com
Stuttgart
Lffelstrae 46
70597 Stuttgart
Phone +49 711 32757-0
Fax +49 711 32757-401
office_stuttgart@rolandberger.com
HUNGARY
Roland Berger Strategy
Consultants Kft.
Budapest
Sas utca 10-12
1051 Budapest
Phone +36 1 3017070
Fax +36 1 3532434
office_budapest@rolandberger.com
ITALY
Roland Berger Strategy
Consultants S.r.l.
Milan
Via Sirtori, 32
20129 Milan
Phone +39 02 29501-1
Fax +39 02 29524837
office_milan@rolandberger.com
Rome
Via Barberini, 95
00187 Rome
Phone +39 06 42456-1
Fax +39 06 42456-200
office_rome@rolandberger.com
40
International offices
JAPAN
Roland Berger Ltd.
Tokyo
ARK Mori Building 23rd Floor
1-12-32 Akasaka
Minato-ku, Tokyo 107-6023
Phone +81 3 35876-660
Fax +81 3 35876-670
office_tokyo@rolandberger.com
LATVIA
Roland Berger Strategy Consultants GmbH
Riga
Brivibas Str. 99 (4th floor)
1001 Riga
Phone +371 7 360169
Fax +371 7 370590
office_riga@rolandberger.com
NETHERLANDS
Roland Berger Strategy Consultants B.V.
Amsterdam
World Trade Center
Strawinskylaan 581
1077 XX Amsterdam
Phone +31 20 7960-600
Fax +31 20 7960-699
office_amsterdam@rolandberger.com
POLAND
Roland Berger Strategy Consultants Sp.z o.o.
Warsaw
Plac Pilsudskiego 3
00-078 Warsaw
Phone +48 22 32374-60
Fax +48 22 32374-70
office_warsaw@rolandberger.com
PORTUGAL
Roland Berger Consultores de Estratgia, Lda
Lisbon
Edifcio Monumental
Av. Fontes Pereira de Melo, 51-4 E
1050-120 Lisbon
Phone +351 21 3567-600
Fax +351 21 3524-360
office_lisbon@rolandberger.com
ROMANIA
Roland Berger Strategy Consultants SRL
Bucharest
17 Lascar Catargiu Blvd.
010662 Bucharest, Sector 1
Phone +40 21 2221-905
Fax +40 21 2226-271
office_bucharest@rolandberger.com
UKRAINE
Roland Berger Strategy Consultants GmbH
Kiev
ul. Shelkovichnaya 42/44
01004 Kiev
Phone +380 44 49408-65
Fax +380 44 49408-64
office_kiev@rolandberger.com
RUSSIA
Roland Berger Strategy Consultants GmbH
Moscow
1st Tverskaya - Yamskaya ul., 23
125047 Moscow
Phone +7 501 72119-51
Fax +7 501 72119-54
office_moscow@rolandberger.com
UNITED KINGDOM
Roland Berger Strategy
Consultants Ltd.
London
Lansdowne House, 7th Floor
Berkeley Square
London W1J 6RB
Phone +44 20 7290-4800
Fax +44 20 7499-9938
office_london@rolandberger.com
SPAIN
Roland Berger Strategy Consultants S.A.
Barcelona
Entenza 332, 4-2
08029 Barcelona
Phone +34 93 4947-440
Fax +34 93 4947-420
office_barcelona@rolandberger.com
Madrid
Paseo de la Castellana, 140, 3rd Floor
28046 Madrid
Phone +34 91 5647-361
Fax +34 91 5647-275
office_madrid@rolandberger.com
SWITZERLAND
Roland Berger AG Strategy Consultants
Zurich
Neumnsterallee 12
8008 Zurich
Phone +41 44 38481-11
Fax +41 44 38481-19
office_zurich@rolandberger.com
USA
Roland Berger Strategy
Consultants LLC
Detroit
2401 West Big Beaver Road,
Suite 500
Troy, MI 48084
Phone +1 248 729-5000
Fax +1 248 649-1794
office_detroit@rolandberger.com
New York
230 Park Avenue, Suite 112
New York, N.Y. 10022
Phone +1 212 651-9660
Fax +1 212 756-8750
office_newyork@rolandberger.com
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